Control system for motor vehicles



July 7, 1943. E. A. DERUNGS CONTROL SYSTEM FOR MOTOR VEHICLES 2Sheets-Sheet 1 Filed Sept.

llllllr July 27, 1943. E. A. DERUNGS CONTROL SYSTEM FOR MOTOR VEHICLESFiled Sept. 11, 1959 2 Sheets-Sheet 2 a V 8 Hm m M w mm g44 m. kmfiku"3X n 4 Patented July 27, 1943 CONTROL SYSTEM FORMQDQR VEHICLES ErnestAlphonse fDerungs, Neuilly sur Seine, i "France; *vest'edinthe AlienProperty-Cristy H Application s eptember'll, 1939', Serial 294385 InSwitzerland September 10,1?38 7 lll claims. (Cl.1f92-';0 l)

(Grantedmnder the provisions olf sec. act of a .-March.2, .1927; 351 oG. s V.

This invention relates to control systems-for motor vehicles of the typeprovided with aelutch and a change speed gearand comprising normal hand"or pedal operated acceleration means;

' In the operation ofmotjor vehicle's 'it- -isimportant too-bserveedequa'te time's-and acorrect succession of operations whenchanging speeds and" engaging thecliitch, as wen when 's tarting thevehicle asinth'e course of 'travel'soes to avoid shocks andlosses-ofspeed.

The objectof the-present invention is to realize an impro'ved manner-ofant'omatical lycontiroh ling the changes "of speed of al motor "vehicleby taking intoaccountat' the 'same time the conditionof travel of thevehicle and the position of the gears in '"t-h change "speed "gearand-"of the-c1utch. I V I A further object of the inventionisfto-automatically control the {supply of ffnel to the meter accordingtcthej requirements depending on the change of speed which iseffecte'd TA- st1ll further object is the provision of 'a're taming device capableo'fcontrol-ling thedur'a manner the specific arrangement-ofa c'ontrolsystem according to the invention.

applied to anau'tomobile, a changeeffspeedfean be effected only when theclutch 'isreleased and there must be effected, duringthe period ofrelease, an acceleration or a retarding 'ofthe meter according towhether or not the -ratio of" also in a predetermined time which dependsat least on the speed of the-vehicle, so 'asnotto create any shocks dueto the variations of in er tiaof the motor and o'f the vehicle.

- In the drawings,

:Fig. 1 represents diagrammatic view of a system developed in accordancewith the present invention and applied to a motor car having acombustion. motor, a clutch and aohange speed gearrwhic'h, for'thepurpose of facilitating "ill-us tration, "is represented es having! ewespeeds;

:Elg. "2 -repre'sents inlorig itlidineil section apertion of the gasadmissioncontrol device.

Figs. B and representeach an end view of the device shown' in-ifiigilmg; 51s a longitudinal section er -a regulating cock. i

Fig. '6 rep resents ii-1" transverse section-a 'n'iodi fication of a'regulatingceek. 7 Fig. 7 is" a longitudinal 'sectiorial viewof'amodified 'fo'rm o' f electromagnet or fine admission control devic'e.

Fliers is a side sectional view or athrottle ac tuating gear under the*CGntroTof 'the 'elec'tro vers sedtionalfview on the 8; a s-Fi 10*:islongitudinal sectiona rview of a form of retardi ngjievioe.

.Fig; :1:1 i's a transverse se tional viewer areta'rdiri'g device on thE-Hhe JH- XI GYEQQ 10 Figf is a diagrammatic viewer a. switching deviceiroreontrolling the-leetfie oihcuits of the system Sho'WninEigLlL InFig; 1; A represents the m'eter, B the change speed gear and C tlfe blutch. admission conduitl' of th'e -gas is provided witha throttle valve 2which is'qcontrolled by acceleration pedal 3; by the intermediary dfmembers which are "described hereinafter. elfitch C is' of an ordinary'typeiemployed in motor vehicles and iszprovid'e'd with ar'leasin'g 'sleeve I which is actuated'by the clutch'leverI); "Theehangespeed gear B'iha's 'been represented hy' a boffor two speeds, butit is well imderstood that the system accordin'gto thei'mventibn ee beutilized as well with Jan ordinary box for yfonr' speeds, or with a boxcomprising any number of speeds." The sliding shafts "of the 'spee'd'box are controlled by the two rods and 'l' v vnich'zare hirfgedly connected, at 8 and9, to the amatiire levers "H1 and lfl fO'f'tWO e'le'ctrom'agnets" I2 at idflfii 'which are "carried-by a movable frame I41 Thetwo electroma nets- "can be alternately operated by means of theswitching deviee ne-shown in -Figf l2 and which' i'sdescribd'hfifiaiftelk The 7W0 armaturesln snailare connecten-tegether by -a smallrcd=fl5, "'so"that when one crane-emanates is attracted and e'ri'tersint'e *the recess? I 6 drone "of the cores' ofthe 'eleetroffnagnets,"theother a1- matureis obligedtofollow tms movement and t move otit of*therecess [6 o e 'dther electrorn''ag-ne't. "Asprine retrac'tingfdeviee17" always tends to bring "the am dian position represen Hin' Figl' V iThe frame Iewemeven the direction of back" into the me:

the central axis of the motor and of the change speed gear, thismovement of the frame being produced by a driving device formed by anelectro-magnet 13, the movable core I9 of which is carried by a drivingrod 20, connected by a link 2| to a lever 22 having its axis at '23which is itself connected by a link 24 to the frame Hi.

The rod also controls the clutch lever 5. The;

end of the rod 20 carries a piston 25 moving in a cylinder 25. Thispiston device constitutes a brake or a fluid operated retarding device.The

bottom of the cylinder 26 is provided with a small opening 21 which isin communication with a fluid distribution net 28, the utilized fluidbeing preferably constituted by air.

cannot communicate the movement to the tubular shaft which is connectedto the pedal on which the foot of the driver is resting; the springaccordingly is compressed and its end 39 moves ,along the slot 41, Whilethe end 38 of the same The throttle valve 2 is controlled, on the onehand by the pedal 3, and on the other hand, by

a mechanical control device, which starts its I action, for example,when the driver .of the ve-, hicle actuates the previously mentionedswitching device l2cq in order to -effect a change of speed as will bedescribed hereinafter. The control movement of the throttle is producedby two electro-magnets 29 and 30 connected With'switch ing device 12aacting. alternatively ion a single armature 3| hingedly connected at 32to the frame of the ,electro-magnets. This armature is connected by alink 33 to a lever 34 secured to a rod 35 which carries the throttle2.When one or the other of the electro-magnets 2. )v and 33 is excited,the armature 3| is attracted towards the corresponding core, andproduces a movement of rotationlof the'lever 34 and accordingly of therod 35 and of the throttle 2 in one or the other direction, ,yvhereby anacceleration. or, a

' retarding of the motor is produced.

Themovement of the pedal 3 is communicated to the throttle 2 by theintermediary of a flexible transmission which comprises a tubular. rigidshaft 33-through which extends the rod 35; and a coiled spring 31 themiddle coil of which. is rigid with the shaft 36,.for example bysoldering (Fig. 2). The two ends 38 and 39 of the spring traverse slots40 and 4| extending through an angle of about in the bottom of clampingnuts 42 and 43 which are screwed on the two ends-of the tubular shaft36, permitting adjust-' ment of the initial tension of the spring andwhich are maintained -in their positions by counte'rnuts 44 and 45. Thetwo ends 38 and i 39 of the spring bear against abutments 46*and 41carriedby the-central rod-35., The pedal 3 is connected by ,alink 4 8;tothe tubular shaft 36.-

When-the pedal is pressed down to accelerate the motor, a movement ofrotation is communicated to the tubular shaft in the direction of thearrow fl in Fig..- 3. The spring, being rigid in its center Withthetubular shaft,oturns with l the shaft and the :end '38 of the spring,-bearing against the abutment 46, communicates a movement of rotation tothe, central rod 35 which controls the throttle. When the pedalisreleased, the tubularshaftturns. in opposite direction, asindicatedby. thearrow f2 in Fig. 4, and the end 39 0f the spring bearsagainst the abutment 41; and produces-amovement of rotation of the rod35 and of the throttle 2-,in the direction correspondingto closure ofthe admission. When, during the movement communicated to the, throttlebymeans of the pedal, the electromagnets 23 and 33 are not. excited, themovement of. the rod 35 is communicated by the lever 34 and the link33'to the armature 3Iwhich freely oscillates between the. cores of the twoelectro-p magnets Whenthe electro rnagnet 29 is" ex- 35 acts against theend 38 of the spring.

end moves in the slot 48, while compressing the spring remainsstationary, being retained by the end of the slot 4%]. When theelectro-magnet 3U is excited, the armature 3| is attracted downwardly inFig. l and communicates to the rod 35 amovement of rotation in thedirection of the arrow f4 in Fig. 3. The abutment 46 of the rod Thisspring and the rod 35 produces rotation of the throttle 2 in thedirection of the closure of the admission, When the rod 35 is controlledby the armature 3!, the driver cannot transmit to the throttle 2 amovement by means of the pedal 3, since the effort Which the spring 31can transmit in the two directions of rotation is limited and does notsuflice to overcome the force of attraction of one or the other of theelectromagnets 29 and 30. A movement of the pedal, when the armature 31is attracted, results only in a; movement of rotation of the tubularshaft 36, While tensioning more or less the spring 31 the two. ends ofwhich remain applied, either against the abutments 46 and 41 maintainedin their positions in which they have been brought by the attraction ofthe armature 3|, or against the ends of the slots 43 and 4!. However, assoon asexcitation of the electro-magnets ceases and-thev armature 3[ isreleased, thetension of the spring 31 retractsthe rod 35 in its normalposition which corresponds to the momentary position of the pedal 3,since that end of the spring which was applied against the edge of itsslot acts now as fixed abutment. It is understood that the transmissiondevice of the two manners of controlling the admission, pedal controlandautomatic control by the intermediary of the electro-magnets, permitssimultaneous actuation of these two manners of control, but

transmits, upon such simultaneous actuation, only the automatic controlmovement.

The transmission device of the two manners of control of the-admissionis connected to a re ulating cock shown in section in Fig. 5. This cockis designed'to adjust the exhaust of fluid from the cylinder 25 of theretarding device, or the admission of fluid into the cylinder, and toinfluence thereby the advancing speed of the piston 25. This cockcomprisesa support 49 fixed to a part 5!) of the frame of the motor orof the vehicle, and on which are mounted three cylinders fitted one intothe other. The contacting walls of the cylinders are machined andpolished so as to ensure a practically perfect tightness between thedifferent cylinders. The interior cylinder 51 is rigidly connected tothe support-49 and to a tube 52 of the fluid distribution net 28. Theintermediate cylinder 53 is secured to an arm 54 connected by a'link55(Fig; 1) to the lever 34 which is carried by the control rod 35 of thethrottle 2. The exterior cylinder 56 is connected by means of a link 51to the tubularshaft 35; The three cylinders-are provided with one orseveral holes 58 which, according to the relative angular positionintermediate cylinder is rigidly mites-s 58, carriedbyihe supportflzpennitsndiustmmt of the :play betweenthe bottomsaof the-cylinders;inorderto ensuite-theirperfectmobility.i

When the transmission: dvififlirfifft'hfi acce'lera:tion=controlrofythezmotor is actnetedytheamcve: mentsof thetubularnshaftpilfi';andiofrtberodtfl are transmitted by links :1:endiSSLto-the-scylim ders J56 :and '53. Whenthe :ped'aidalnneiisfe'ffece five I for controlling. the .elcceieratten, .,.theshaft and the rod "turniitogether as :a; single rigid memberandythezrelative @ositionirofrthe Lhalesin the two cylinders :53 andi6??is:mdtnnodified" (the section of passage being a However,- when theautomatic controlfissopmative, the :rod 35: moves while the; shaft:'may: mmain eta-s tionary,;- the ardd will; always. the angle comprisedbetweenmie ofi'its two finai 120-.

sitions, correspondingto one on thei-cther osition :of attraction-of;the varmeturewlig ltnilthe momentary position of theshaft 36;; the two113 inders 53end 56,wi-1i therefore51mm:=oa1e-.-witharespect: t-o theother-ifathese: positims eiiofmot .oorrespond," the greater. thedi'fierence between these positions; the more moles-58 or the, cylinderswill be closed. tByvmodifyinge-flie-afmee section of passage of. thefluidzthrnn'gh: "these holes, the speed; ofsuoti-onof fluidzthroughrtheopening 21 of thecylinderlfizof theretwrdingadevice is mod!- fied' inthe same-sense.,'-that:iis. ito=,say, this speed increases when theEse'ction of passage increases; and: decreases when-the sect-ionotizpassage decreases: 1 2

A second cock :SL similar 'itothatrenresented in Fig. 5, is, carried byther frlame II-tot the woe-1m tromagnets 12 andi|3%(-Eig:1 in the-cmmectedtosthe frame -I 4, :whi-l'e; the" exterior cylinfiernoaa'ifiesan arm- 62 penetratingt-into:marecess. 631 121 the rod towards one orthe other coresofrtiiekelectromagnets 1-2and l itthemssfil tifithe- $0615 difli've's .3 cemmtmication of client the vaivesxoniy with thisspace, wirhflexishescommunicetion oftheother :vaive withithi's. spate:is .1inten'npteii;;;sc that "the'cock only il'regulates "the compression:or only; the deprehsionninmthe cylinder; 26 of-thetretardingdeswitching; device: "for controlling 31217181311- cuits-'of-various:eleotro-magnets usedin the system represented Rig; .1; isdiagrammatically shown iniffignll Aswitchingdeviceof this isparticuiarly described .in' applicants copen'd ing",app1-ication--Ser.;.-No. 272,242; "new. Patent No; 2 0, 1, randi does not .torm e1partzof ithe ,presentfinventiom; Aninsolating disc l li'is provided witha.journaljvaliliion-which can um::c.- switch ann H1:ofihsulatingmatetiahvihidh carries a contact; piece I |8:.- The disc 4l'fiicarries two series oiacontactsidisposed 'coaxially withthe journal.l 416, :one ofxthe: series icomprises'lfive contacts Hit-120, I Zelf,"1122 EJ315123} and the second series comprising'five other contactswhich are disposed in subst antiail-radial alignment withthe fivecontactsr of" thevfirstt series and -comprise a double contact: I'M,-contacts- 1125.; 1 end I21, and :a double-contact} ,il 26. "Uponrotation :03 theswitch arm H Kits contact piece 1 l8 successivelyconnects each of the: contacts .-'of-*the first fis'erieswvitjhthecorrespondingwiedially aligned contact of 1-5;. whenythe levers-4 0;and hhzareattmcted.

the arm '62 which communicates annovement-oi rotation to 4 the exteriorcylinder of "the rock, asj-to modify the section :passaigetofzwthe hoiesby the relative movement :OfBthQitWO 301711115815; ewe interior cylindero'f thisnockds =-ccnnectefl to "the,

fluid distribution net 2:8;byn ttibe "This fievice servesforvtadjustmentrzef the 'dumticn'o'f 26 bBii'lg dependent zt-heiadjustment of the intermediate cylindenm *byrhand;

hy means of any: actuating member ID;-

interior end the 'eXterior-wy-linders are, stationary. Theexterior-cylinder "i rcarriestwo valves end r Z t which can establishaaliconnnnnication between the inner; cylinder end-tithe exteriorair;Qne ofethe lveivesaopens when as; compression "is nresent in the tnbeES*andthe other: valve Qp'ens when i a depression is nresentdnethis tube:The: thi ee cylinders; are provided? with: pern ittingthe,establishmenteither ofmxsinm'ltaneousycommunicaticn-j oi; the-two wives; whichthespace contained in the interior cylinder; "a:

thesecond series." v i i i i The two-contacts 12mm *lm'are-nonnected toa conductor; I 29zwhich is? connected Ito the positivepole:ofnwomrentsupply. The cnntacts H8;

connect thepositive polez-ofithemurrent-supply to the-conductor I30:

The contactelifiza-nd one montactot'eachofthe double contactst lfl endI28 are-connected toa conductor, 135 leading to the e1eotro-"maighet-18' (Fig. '41-) a which :is also connected to the negative pole ofpithecurrent supply.% :J'Tire second contact of "the double contact- "lilisconnected to the electron-magnet; L3; "While; the :second contact ofvtherloiulolecontactv 21:28 is connected itoflzhe electrom net 172;. r

1 the contact emit! Hris :rigidl'y connected "adisc I36 havinga: portion:of; its zperiphery provided with "teeth :coacting with aa'zsingletooth-131' of a co11ducting-.1osci-l1atory: sector il fl'nh'ounted' onan axis I 39 carried by the discfl'i and electricallyrconnected to the:conductor" I28: The sector 438v, carries two contacts =1 :and I1 I 1coacting with :twoefixed contacts zllz'rand" I 43, re-

V spectivelyu 'I'hemonttnct 1421s connected to the electro-magnet 3B andthe Contact I43is connectedQ-tothe electro-magnetxzs, these 'two electromagnetscoopenatingwith theic'ommon armature -31 whichpcontrols the mod"35 wof title g as Thedescribed system operates in the-following manners:'7 :istxi.

supposlng thatr the vehicle is iiinhing at first speed and th'atitisclesii d to rediice thera'tio or reduction and to pass to secondvehicle is running :at firstsneedQthe-smtch arm' speedj When the y masinfthepoSitionTfFig. n an orderto obtain second 'speed; the difiver mustbring it to the position 11.1 Whenturni V position I tU-pos'iitioh lI-th contactpiecel li first passes over contacts I22Iand I21 andaccordingly establishes the followingcircuitz. positive pole of thecurrent supply, conductor I29, contact I2 contact piece H8, contact I21,conductor I32, relay I33, negative pole of the current supply. The

armature I34 is attracted and remains in its attromagnets are bothconnected to .thenegativ'e pole of the current supply. .The movable coreI9- of theexcited electromagnet I8 (Fig. 1) moves downwardly andthe rod20 'actuates the lever 5 which produces the release of the clutch. Atthe same time the rod 20 actuates the lever'22 which moves the frame I4towards the left, and the electro-magnet I2, attracting and engaging thearmature-I0, moves with the'frame and pushes this armature and thesliding rod 6. Thislatter is coupled with the sliding rod I by a leverI3 pivoting on a fixed axis I4. When the sliding rod 6; advances towardsthe box B, the lever I3 retracts the sliding rod 1 of the boxwhereby thewheels of the-first speed are disengaged before the sliding rod 6 hasproduced the meshing of the wheels of the second speed.

It is known that when driving a motor ve hicle, the change of speedrequires a retarding or an acceleration of the motor according to theratiojof reduction of the speed decreases or increases.- In theparticular case of a change 'from the-first'to the second speed, themotormust be retarded When the switch arm III is turned from position Ito position II, the disc 136 moves with the-arm, and itsteeth actingagainst the tooth I3-I'-0f the sector I38, oblige this latter tooscillateso that the tooth I31 can slide over the teeth of the disc I35.. The contact I40 abuts against contact I 42iwhereby the circuit ofthe electromagnet 30 is closed; The armature 3| is attracted andproduces a rotation of therod-35 of the throttle 2 in the direction ofclosureof the admission. The motor accordingly is' slowed down at; themoment where the'frame'III has advanced the sliding rod 6 through adistance where meshing of the wheels of the second'speed begins. I I

Springs I44 act on the sectorl38 to bring it to its normal position andseparate the contacts MI! and I42 as soon as the switch arm II'I, afterhaving arrived in the position II, is released by the driver.

Owing to the attraction of the armature 3I' and of; the rotation of thelever 34, the two cylinders 53 and 56fof the cock, controlled by thetransmission device of the control movement of the; admission, havebeendisplaced one with regaged'slower'to obtain a smooth starting, thanspect to the other. Supposing that before this,

displacement, the holes 58 of the different'cylinders have beenregistering, they are now stag: gered one with respect to the other, andthe communication between the tube 52 andthe exteriorair is at leastpartially obstructed; *The' entrance of air by the tube 52 into thecylinder 25, in proportion to the lowering of the'piston' 25, is'prevented, and there is created a partial;

vacuum above the piston, this vacuum" increasing with the lowering ofthe piston and exerting a braking action on this piston. It is naturallysupposed that the cooks BI and 66 are also at least partially closed. Atthe beginning of the downwards movement of the piston 25, this brakingis not felt much and the disengagement of the clutch by the lever 5,-aswell as the disengagement of'the wheels of the first speed is rapidlyobtained, while towards'the end of the descending movement of thepiston, the vacuum and accordinglythe braking action increases and themeshing of the wheels of the second speed is slowly and graduallyperformed. The manually operated cock 66 serves to adjust the vacuum'inthe cylinder 26, and therefore the braking action on the piston 25.

1 When the frame I4 arrives at the end of its stroke, it abuts againstthe relay I33, as diagrammatically represented in Fig. 12, and producesthe releaseof the armature I34 which returns to its position of rest.The previously established electric circuits are interrupted at thecontact I3I and the electro-magnets I2, I8 and 30 are deenergized; Owingto the action of the spring of the clutch C, the clutch engages and thelink 20, 'core' I9 and piston 25 are retracted to their position ofrest. The engagement of the clutch must be gradually effected in adetermined time which depends on the speed of the vehicle, aswell as onthe speed which is engagedin the change speed gear. In order to effectthis regulation of'the engaging time, the regulating action of the-cock6| precisely depends on the engaged speeds. When the second speed hasbeen engaged, the sliding rod 6 is advanced and the sliding rod I isretracted with respect to the neutral position represented in Fig. 1.The link I5 accordingly takes an-oblique position and its recess 63produces a movement of the'lever 621 and thus of the exterior cylinderof the cock Iii: The holes for the passage of the air at least partiallyobstruct the discharge of air and the piston-25, which advances towardsthe bottom of the cylinder 25, produces a compression of the air in'thiscylinder which air is allowed to flow out slowly only through theopening 21. This compression increases in proportion to the advance ofthe piston, so that the coupling sleeve 4 will gradually move moreslowly towards the end of its engaging stroke and thus produces a softengagement without any shock. The manually. operated cock 56 can againserve to regulate atwill the braking :action'of the retarding device.When first speed'is engaged, the sliding rod 6 is retracted and the rodI pushed forwards and the link I5 accordingly is inclined in a directionopposite to that which it had during engagement of second speed. Theexterior cylinder of the cock, BI is turned in opposite direction andthe holes for the passage of air are obstructed to a greaterdegree thanfor the engagement of second speed, because when engaging first speedfor starting the vehicle, the clutch must be enwhen the vehicle isalready running in first speed and a change to secondspeed is made.

In order that theadjustment'of the depression in the cylinder 26,effected by the cock 53, 56 is not' disturbedby the cock 6|, andinversely, in order that the cock 53, 55 does not interfere with theadjustment of the compression effected by the cock 6|, the two tubes 52and 64 are each provided .withj'a valve 15 and 16. The valve I5aflconicalfiplugI85 which is connected by pipe opens underthe'eficct'ofia depression in*the:cy1-x iriden 26 "and closesiupon acompression in this cylindenso that'theposition of the cockl53,t5icannot influence the adjustnient of the compl ession by the cock 6!. Thevalv'e Tfi-opensiunonia compression in the cylinder 26 and closes:during the period of depressions --Inthe modification ofxtheadmissionecontrol device according to Figsw'l to"11,.:an electron-magsnet 80 comprises twd'cdilsiB l' and: 82:having each a flxed core 83' and84. Ainiovablezarmature core common to both coils; islse'cured td-a: rod"86: by rneans'of a set screw 8|.: -The'rarmaturel core- 85 executealimited .to -z a'nd fro movement bctweenthe-two fixedcores 83and inresponse to excitation of one or theiotherl coilrll andr'flf. 'Iherod86- is f connected toraileven88: pivoted? by one of its endsat 8fiandzdr'iving 'Withits other enda disk 90 secured. to 'a. rod-- 9| whichis con-1 nected'tothe admissionithrottle 92.;

Two: spaced disks 93: and: M are "clamped I to the rod: 9-l .which -is.zsurrounded by'i a spacing: tubeYSE. Betweenthese disks aispringiai iscoiled around the tubeSE. The rod I91 is carriedub'y aisupport= bracket'9T whichwcarries a pin f98 destined to be: connected to the accelerator:pedalz- Th spring is wound withinitialltension around: the tube 95 andits: two ends 99 "and I 'Iengagefithe bracket. .91 whenthe":electromagnet fifl is not excited.v abutment rod 'lilll extendsinterme diate theztwo disks 83 and 94 time passes between thetwospringends inland IOIIJ- a when the accelerator pedal 'is actuatjedy tIieslipporting'ibracket 97 turns and theentir sti ture supported-by thebracket turns together with the latter in the 'direction of 'opening (ifthe throttl 92;. upon release: of thefaccelerator, the

of the driver, remains-stationaryand :the disks a 93 and 94turniQgetherwith the .throttlerod' it relatively to the bracket, as gzepresentedjzin Fig 9., "I'hespring end l 0:315 heldgiengaged by thebraclietfsl, while th other; spring-end-r 99.) moves 'with the disks 93;ano es; owing I; abut-g:

ment against the rod 101 andcauses t'ensioning df'the springSB.According to the direction of 310;?

when of" the disk 9 8 fame I ,l the admission is opened or closed, and wen the change- 0t speed has been effected and the eiicited' coil: 84 or82. becomes deenergizd, the disks" Stand? are: the transmission deviceand the Tod 91 returdth theirnormal position owing to the tensidrid thespring 96, and th spring end fi againen'gages V ThcqdiskilL onthethrottldrdd -S=| carries a" radially proiecting pin: 102 which servestof ac tuatea regulating coclt l;03;provided; at thezend' 1 a b 1- 1 gh;leed jct ac re a d ne device such as representedhyjpiston andcylinder.26; V

Fig. '1'.' Thi fchckis cariiedfhj'a f" of the vehicle or oftheniotorand'comprises" coupling I66 to the tube 52. A valve member -l;0,l'havi;ngaconical recesswhichiscomplementary; tothe conical face-of the plug l5,is engaged on this plug- ,A bracket H38 secured to-the stationary; part"HM isjprovided with an arm I 09- serving'as'ahutment f;o raa spring H0which urgesthe valve member; 69! against the conical surfaceof the :1plug 1 I05, whereby the tvvo complementaryconical surfaces form ,a tightjoint. The. plug, l65isprovidedtwith an orifice H1 which can 7 register,according; to: the position of the valve'member WT, with-one or theother of vtwo. orifices- I2 and, ;l l3 in the ivalve member. 15Thisrlatteni-s. provided; with a lfecess H4 into which engagesi thepiniflisofrthe disk flfl when thejsame is imits normalvintermediateposition and neither-f; the coils8-l' andr82 is excited. o

Upon a change of 'speedwthe armature :85- is the recess'suntili itarrives at! the end of itsstroke,

its represented; when the armature 85 has comthen registerswiththeoorifice li'l raridithe tube 52 canicommumcate :with theatmosphere, thus permitting the DiStOH'ZEE (Fig; 1) to movedownwardsfwith a: speed corresponding to the rate of suction-chair intothcylinder .26 throughithe opening 21; tube. 521 and orifices H l vandJI l3. Wheni'the change 'ofssp'eed has been effected, the excitingcurrent of the'lelectro-ma'gneti 83. is cut as explained above withrespect-5th the electromagnet 30 in Fig. 12; the. disk ev ls-"returnedto its norm al positionof rst 'hy the-spring 5'6, and tnes in I02,entering again into the recess H 4', also moves the "valveflmember "I 01back to" its normal position, piston; 25 now-moves up- 7 and the clutchC progressively engageswitha speed which is a dependent on the-alimenof-th'e cock6l -'Obviously,fthis cock; fil could also be'horistriuct d insiinilar memes one asiiist senbedz3 P? i dfir od hat the? alibve s' fibd 1 theirn'anner H ionlm'ay be T 'comprehehd'vvitliih; tibns as comeGiants .i a .u y sa c d change speed mechanism, an;g;accelerationcontroh means for effecting a changeof speed,means Vfonaotuatingysaidclutch to disengageand engage the same, a-retarding.device-controlling the duration. oi achange, of speed: andof theactuation of l the. clutch; and-regulating; means responsive tothcpositionof said acceleration control for controlling; the; action; oftherretardi-ng device.

ilm' l motor vehicle rhavingtiaz clutchgand aachangee speedmechanismgtmhacceleration control;. means for: efi'ecting a changeof specie-meansfo'r actuating said; clutch to :disenga e and en'- gag'e the 58 111853;retarding device-controlling the duration- 0th Henge of s eed and ofthe'actuation" of t clutch, 'regnlatin'g iheans responsive tid'tl-iefh itidno f-the speed-c angemechanism; 1 andr ei i ameansishb QLt 'I b i n 7-3or the 'accelcration"controf, said two regulating means being efiectivetocontrol the action of the retarding device.

V '-3.'In a motor vehicle having a clutch and a' change'speed mechanism,means for effecting a'change of "speed, means for actuating' said clutchto disengage and engage the same, a throttlevalve, automaticallyoperative means to momentarilyopen the throttle valve when changing fromhigher'to lower speed and to momentarily close thethrottle valve whenchanging from lower to higher speed, a retarding device for controllingthe" duration of achange of speed and of the actuation of the clutch,regulating means responsive to theposition of the throttle valve forcontrolling the action of said retarding device during disengagement ofthe clutch,. and regulating means responsive to the position of thechange speed mechanism for controlling .the action of said retardingdevice during engagement of theclutch. g, V I V '4. In a motor vehiclehaving aclutchand a change speed'mechanism means for effecting a changeof speed, means for actuating said clutch to disengage:and engagethesame, a throttle valve, a movement transmissionldevice for actuatingsaid throttle valve, said transmission device including a yieldabletransmission element 7 actuated by. the driver of the vehicle, andarigid transmission element automatically actuated upon effecting achangeof speed to momentarily close the throttle valve when changingiromlower to'higher speed and to momentarily increase the opening ofthevalve when. changing fromhigher to lower speed, a retarding deviceadapted to progressively let in the clutch, and regulating meansresponsive to'the position of the change speed mechanism to control theaction of said retarding device. 7

5. In, a motor, vehicle having a clutch and a change speed mechanism,meansfor effecting a change of speed, means vfor actuating. said clutchto disengage and engage the same, arthrottle valve controlling theadmission to the motor,

m'otor'fwhen changing from a lower to a higher speed, regulatingmeansresponsive to the positionof; the changespeed mechanism to adjust therate'of compression inssaid cylinder to thereby control the action ofthe retarding device ,on the engaging movement-of the clutch, andregulating means responsive to the fposition of the admission controlmeans to adjust the rateof depressioniin said cylinden, i

'7. In a motorivehicle having a clutchv and a change speed mechanism,electromagnetic means for operating the clutch and: for producing achange of speed,:an admission control throttle, a movement transmissiondevicefor actuating said throttle," said device including a;transmission element operable-by the driver-of the vehicle, a rotatableactuating-jrodconnected to:said throttle; electromagnetic meansoperatively connected to said-rod toautomatically jactuate said-throttleupon effecting a' changeiofspeed, a spring yieldably connecting said rodto the transmission element'operable by the driver, energization of saidelectromagnetic means connected to, said rod being effective to decreasethe admission when changing from a lower to. a higher speed and: toincrease the admissionwhen changing from a higherto a lowerspeed, oneendof said spring beingconnect'edtosaid rod to .turn with the rod in onedirection'of rotation only, and the other end; of, said spring beingconnected to said'rodto turnwith the rod in the other directionof'rotation only, whereby thespring is tensioned upon rotation ofsaidirod by the action of said electromagnetic means and is operativetoreturn said rod, to normal position upon deenergizationoisaidelectro-magnetic, means.

said throttle va1 Said transmission device includin a yieldabletransmission ,element actu-- V ated by the driver ofsthe vehicle, andarigid transmission element automatically actuated uponeiTecting-a-change of speed to momentarily speed up the motor whenchanging from d'higher tea lower speed and to'momentarily slow. down themotorfwhenfchangin'g from a lowe'rjitofa; higher speed, saidtransmission device, upon antomatic actuationof said rigid transmissionelement, only transmitting to'said throttle valve the movementcorresponding to automatic-actuation, irrespective of actua-tio'ri ofthe-'yieldable ele'ment'bythe driver. I 6. Int-a motor-vehicle having aclutch and a change speed mechanism; servo-motor means for effectinga-change of speed and for actuating said'clutch to disengage and engagethe same, a retarding device actuated 'bysaid servo-motor means andadaptedto control the durationof a change of speed and of the actuationof the clutch, said retarding'device including a cylinder and. a pistonmovable therein to alternately create a compression and aLdepressiQn of.a work-. ing fluid, means for controlling the-admission to he moto s dea s being. operable b t e driver of the vehicle, means forautomatically actuating; said admission control means upon effecting achangeofspeed to momentarilyspeed up the motor iwhen changing fromahigher to alowerspeediandto momentarily slow down the '8. In a motorvehicle having a clutch and a change speed mechanism, electromagneticmeans for effecting a change of speed and for actuating the clutch, anadmission throttle, means operable by the driver of the vehicle toactuate said throttle, electromagnetic means automaticallyoperating saidthrottle upon efiecting a change speed to momentarily increase theadmission when changing froma higher to a lower speed and to momentarilydecrease the admission when changing from a lower to a-higher speed, aretarding device operatively connected to' said clutch and tosa'idchange speed-mechanism, said retarding device including a cylinderand a piston movable therein to alternately create'acompressionand adepression'of a working fluid, a regulating cock adjusting the admissionof working fluidin said cylinder in responseto the position oftheadmission throttle to control the rate of depressionin the cylinderand thereby the duration of a change ofspeed, a regulating cockadjusting the exhaust of Working fluid from said cylinder in response tothe engaged speed to control the rate of compression in the cylinder andthereby the duration of engagement of the clutch, and a manuallyoperable regulating cock adapted to. adjust the 'rate'of pressurevariationin said cylinder. 7 v .9. A motor vehicle asdefined inclainilS, where in said -manuallyoperable regulating cock is adapted tobe brought to three regulating positions, one of said positionscorresponding to a manual'control of the rate of compression of theworking fluid, the second position corresponding to amanualcontrol ofthe'rate of depression of the working fluid, and the third position coe-j sponding to a simultaneous manual control offt lie rate ofcompression and of depression of themission throttle during the periodof depression in the cylinder and to prevent such communication duringthe period of compression, and the other valve being operative toestablish communication between the cylinder and the regulating cockresponsive to the engaged speed during the period of compression and toprevent such com-v munication during the period of depression in thecylinder. r

ERNEST ALPHONSE DERUNGS..

Ar d-ya

